Carbureter.



No. 832,183. PATENTED OCT. 2, 1906.

J. F. DURYEA & W. M. REMINGTON.

GARBURETER.

ABPLIUATION FILED JUNE19,1905.

Wf 7 Ja Fran/E Dw'yed/ 43. I Z? W j No. 832,183. I PATENTED OCT. 2, 1906.

' J. F. DURYEA & W. M. REMINGTON.

GARBURBTEB. APPLICATION FILED JUNE 19,1905.

3 SHEETS-BHEET 3.

7/0 frw'ervims.

JAMES FRANK DURYEA AND IVILLIAM M. REMINGTON, OF SPRINGFIELD,

MASSACHUSETTS; SAID REMINGTON ASSIGNOR TO SAID DURYEA'.

CARBURETER.

Specification of Letters Patent.

Patented Oct. 2, 1906.

Application filed June 19,1906; Serial No. 266,023.

To all whom it mag concern:

Be it known that we, JAMES FRANK DUR- YEA and WILLIAM M. REMINGTON, citizens of the United States of America, residing at Springfield, in the county of Hampden and State of Massachusetts, have-invented new and useful Improvements in Carbureters, of which the following is a specification.

This invention relates to carbureters such as are used for the atomization or volatilization of liquid fuels and the proper mixing therewith of the required volume of air to produce a combustible mixture, the carbureter being'of that type in which, as is well known, the principle of operation involves means for drawing air through a passage into which a regulated quantity of liquid hydrocarbon is drawn through a suitable inlet by the aspirating effect of the movement of the air through the passage past said inlet-opening, whereby the liquid may be volatilized or atomized and-mingling with the air constitute the agent whose combustion within the cylinder of the engine actuates the piston of the latter.

It has been shown in practice that in many kindsof work to which internal-combustion engines are especially adapted far more difficulty is experienced in controlling the engine at points of varying efficiency than is the case with steam, for example, where a substantially constant pressure is used. For example, when the engines are used in driving motor-vehicles the speedand load requirements might vary, say, from one hundred revolutions per minute with practically no load to fifteen hundred revolutions per minute with a full load, and under this wide variation great difliculty has been experienced in providing a carbureter having sufiicient flexibility, as it is termed, to supply to the engine a combustible mixture in which the proportions of the combustible and air will not materially vary. This diflicuity arises from the fact that if the area of the passage through the carbureter is great enough to supply the engine with a combustible of the proper proportions and volume to run the engine at its maximum efiiciency this passage is then so large that when the engine demands but the minimum supply the air will move through the carbureter on the suction-stroke of the engine at such a re duced velocity as to result in the very imper-.

operatively applied thereto.

cording to the requirements of the latter,

whereby the force of the aspirations which efiect the volatilization of the liquid combustible may under widely-varying conditions of load on the engine be controlled in such manner as to' always supply the proper quantity of combustible to the varying vol ume of air flowing through said passage to maintain a substantially uniform mixture.

In effect, the invention consists in the provision of means whereby the capacity of the atomizing-chamberin the carbureter and the capacity of the passage therefrom to the engine may be contracted or expanded according to the requirements of the engine, in contradistinction to the general practice at the present time of merely contracting or expanding the passage to the engine at some one point or contracting or enlarging the inlet of the atomizing-chamber.

In carrying out this invention means of connection with the'carburcter are provided, extending within easy reach ofthe operator,

whereby when it is desired to throttle down the engine the regulating devices of the 'car-' bureter are operated through these connections to vary the capacity of the air-passage through the carbureter at or near the atomizing-point in the latter and'the capacity of the passage to the engine, all as will be fully described in the following specification and clearly pointed out in the claims.

The invention is fully illustrated in the accompanying drawings, in which Figure 1 1s a side elevation of a part of an internal-combustion engine, showing a carbureter constructed according to this invention Fi 2,is an enlarged plan View of a carbureter 1n which the invention is embodied, the intake-pipe being [out off near the carbureter. Fig. 3 is a secj 2, showing the movable elements within the carbureter whereby the passage through the atomizing-chamber may be regulated and showing also, partly in section, theseparate conduits extending from the atomizing-chamher in the carbureter to the engine. Fig. 4 is a sectional elevation in a plane at right angles to Fig. 3, the plane of the section being on line 4 4 of Fig. 3. This view shows a connection between the float-regulated hydrocarbon-reservoir and the atomizing-chamber in the carbureter. F ig. 5 is a side elevation showing the shell of the carbureter and a fixed bushing therein, broken away, the movable space-regulating elements of the carbureter being in full lines.

Referring to the drawings, a, Fig.1, indicates the engine-cylinders; b, the intakepipe connected with the latter; a, the car:

bureter as a whole; (I, the ipe connections between the carbureter anrFthe intake-pipe b; e, the intake-pipe of the carbureter.

Referring to Figs. 2, 3, and 4, f indicates the reservoir for the liquid hydrocarbon, which is connected by a pipe 9 with a suitable source of supply. The inlet-opening into the reservoir is controlled by a needle-valve h of the usual construction, automatically operated through the arm j by means of a float is to maintain the liquid combustible at the desired level in the reservoir, this, as usual, being'somewhat below the level of the pipe m, which communicates with the interior of the reservoir through the passage 0 and extends into the atomizing-chamber of the carbureter, as clearly shown in Fig. 4, and constitutes the supply-nozzle for the combustible. This passage 0 is controlled by another needle-valve p of ordinary construction. No part of the invention resides in the reservoir f, the latter and the carbureter being secured together by the bolts q, or, if desired, the body of the. reservoir and the shell of the carbureter may be cast together. I

The carburetor proper (indicated by c as a whole in Fig. 1) consists of a cylindrical shell (specifically indicated by 1) and having midway between its ends and oppositely located an inlet-opening s for the intake-pipe e and a plurality of parallel outlet-openings c, into which the ends of the pipes e enter and in which preferably they are brazed, the aggregate areas of the outlet-openings being substantially equal to the area of the inlet-opening. Preferably the intake-opening s in the shell is, provided with an elopgated enlarged base, in which is the chamber w, extending lengthwise of the shell. In the latter is a fixed bushing :10, in which there is a longitudi- ,nally-disposed slot 1 in the upper side thereof within the chamber 10 and having substantially the same length as the chamber, and in the opposite side of the bushing" are the several transversely-disposeil slots 3,- registering with the openings '0. The shell 7" is closed at each end in anysuitable way, as by screwcaps 4. 1

As shown in Fig. 4, about midway between the ends of the slot y the bushing is cut away to ermit the inlet-nozzle m to enter the bust ing, said nozzle terminating directly under the center of the chamber w. We have therefore a cylindrical shell for the carbureter having an inlet-opening emerging into the elongated chamber w and located opposite thereto the outlet-openings o, registering with the openings 3 in the bushing, and the latter having: an opening communicating with the chamber w, whereby a straight passage extending transversely through the shell of the carbureter is provided. It is this passage through the carburetor which is controlled by suitable devices to be described, whereby the capacity thereof may be regulated and coincidently whereby the capacity of the connection leading to the engine may be coincidently controlled. We prefer to effect this regulation of the passagethroughthe carbureter by means of two cylindrical plungers 5 and 6, the contiguous ends of which constitute movable walls of the atomizingchamber, slidable one toward the other, to

the end that when these plungers approach one anotherthe conti uous ends thereof will cover the ends of the slot y through the top of the bushing and successively the various openings v through the bottom of the bushinguntil when the ends of the plungers come together the passage is entirely closed, these plungers constituting, in fact, valves for thepassage through. tie carbureter and the space between them constituting the atomizing-chamber. The two plungers 5 and 6 come together in a vertical plane passing through the supply-nozzle m and through the edge of one of the partitions 7 between the openings 1). The object of thus locating the meeting-point of the two plungers at the edge of one of the partitions 7 is that when the plungers separate the edge of the plunger 5 will immediately begin to uncoi er one of the openings a, while the edge of the plunger 6 is moving across the top of one of the partitions 7, and as the rate of movement of the plungers is equal and as the partitions have the same width as the slots 1) in the bushin it follows that by the time one of these slots ias been entirely uncovered by the movement of the plunger 5 a second one will begin to be uncovered by the movement of the plunger 6, and thus the increase of the area of the outlet will take place with uniformity, the uncovering of each outlet adding to the capacity of the connection to the engine and the capacity of the atomizing-chamber, whereas if both plungers should start from the center of one of the partitions 7 or one of the slots '0 between them the increase in the area of the passage through thecarbureter would take IOC place by jumps as each opening was uncovered, W 'ch would result in an intermittent supply of mixture to the engine. Suitable means are provided to effect the movement of the plungers 5 and 6 in opposite directions simultaneously and to the same degree consist in-mounting elbow-levers 8 and 9 on suitable supports 10, on which they may swing, one arm of each lever extendin into a cavity 12, located near the end of eac lunger, the shell 1' and the bushin a: being s otted, as at 13, to permit this.- The other arms of these levers extend toward each other, one of them being forked to straddle apin 14 in the other arm, and to this pin an operating-rod 15 is attached, by the endwise movement of which the arms 8 and 9 may be swung on their axes to actuate the plungers 5 and 6 in the manner described. If the space between the contiguous ends of the p unobstructed,itwouldsometimeshappenthat even when these ends were closely approached one to the other the space between them might be greater than desired, and therefore the contiguous ends of the plungers have been bored out, as at 16, and a plug 17, having an easy-sliding fit in these cavities, is located between the ends of the ported on a pin- 18, which extends through the'plug and through the bushing :r, a semicircular channel 19 being formed in the ends of the plungers to make room for this pin 18 and permit the ends of the plungers to come to ether. In this way as the plungers 5 and 6 s ide toward or away from one another they will slide on the plug 17, and thus the s ace between their inner ends, which wil be widened or contracted as they move in one direction or the other becomes by reason of this plug an annular space, and by increasing the diameter of the plug it is possible to reduce to very small dimensions the area of the passage between the inlet and the outlet sides of the ca'rbureter by approaching the ends of the plungers 5 and 6 until they nearly meet. This feature provides great flexibility of adjustment to conditions requiring the minimum supply of fuel.

Another useful adjustment provided in the construction of the carbureter consists in milling a channel 20 (see Fig. as the upper edge of each plunger .to receive the sliding bars 21, the outer surfaces of which complete the cylindrical surfaces of the plungers, of which the outer surface of the plunger-s forms the major ortion. These bars are movable one toward the other by means of the screws 22, which are mounted in the ends of the plungers and are provided with a flange to engage a slot milled transversely of tlieends of the bars. By moving these bars toward or from each other more onless of the slot y in the top of the bushing may be left when the plunger-s are in contact, to the end that the delivery end of the pipe 1% may alungers 5 and 6 were left lungers, being sup open ways be located in a sort of a chamber, andv when the plungers begin to separate, carrying the bars 21 with them, the air which is drawn into the annular space between the ends of the lungers will by reason of the wider opening hetween the ends of the bars 21 as compared with the space between the ends of the plungers eflect the convergence toward the delivery end of the pipe m of the currents of air drawn through the carbureter. The space between the ends of the bars 21 when the ends of the plungers are in contact ma be adjusted as desired by the screws 22.

The pipe connections (1, leading from the carbureter to the engine, have been shown herein as rectangular in cross-section, and their combined areas are substantially equal to the area of the intakei e e. Of course the cross-sectional form 0 t ese connections d. is entirely immaterial, and they are shown as rectangular in section only because that is thought to be the best construction and better adapted to the openings into the carbureter. I

Assuming the parts to be in the position shown in F1g. 3, which would be the position of the parts if the engine were running on a very small volume of fuel, and it was desired to increase that volume, the arms 8 and 9 would be operated by the movement of the rod 15 or any suitable means, wherebythey might be moved together to separate the plungers 5 and 6. It will be observed that the separation of the ends of the lungers results in the uncovering, by the unger 5, of the middle passage 0, which wi be open to its fullest capacity by the time the end of the plunger 6 is about to runofi' of the partition which it overlaps in the position shown in Fig. 3, the parts being so arranged that the various openings at the right and left of the center opening 1) will beopened without a break that is to say, the beginnin of the opening of one of the passages will ta e place i ust prior to the completion of the opening 0 another,

and in this way the suction effect through the.

various pipes d is just the same as though a single opening were contracted 'and expand-- ed; but when the engine is throttled down so that the suction takes place only through one of the tubes (1 the volume of air to be moved between the carburetor and the inlet-pi e b of the engine is that only-which is contained in one of'the pipes, whereas if, as generally constructed at present, a pi e having the diameter of the ipe b shoul extend to the carbureter and the opening through the latter should be restricted to the area of one of the openings 12 it is seen that a relatively large volume of air must be moved before any atomizing effect takes lace in'the carbureter, and where a very small quantity of combuse tible is drawn through the carbureter, as when the engine isthrottled down to its lowest limit, this volume of combustible would be Fig. 1 shows the general arrangement of the carbureter relative to the engine, the intake-pipe 6 being shown with its end in close proximity to the exhaust-pipe, (indicated by 25,) whereby the air maybe warmed more or less before passing to the carbureter.

It is of course obvious that this device would be entirely operative if but one of the plungers 5 or 6 were used, thus providing an atomizing-chamber having but one movable wall; but it is preferred to use'the two plun.

gers movable toward and from each other, as thereby the degree of movement of these valve elements to provide a given area of opening between them is reduced one-half.

Having thus described our invention, what we claim, and desire tosecure by Letters Patent of the United States, is

1. The combination with an interna1com'- bustion engine, of'a carbureter therefor provided with suitable inlet and outlet openings and having a plurality of conduits extending from said outlet-opening to the engine.

2. A carbureter of the character described having suitable inlet and outlet openings and provided with a plularity of separate conduits to extend from said outlet-opening to an internal-combustion engine, and 'a recipv rocating element to cover and uncover the passage-way to the conduits.

3. A carbureter of the character described provided with suitable inlet and outlet openings, an atomizing-chamber located between said openings, there being a plurality of separate conduits extending from the outletopening, and means to vary the capacity of the atomizing-chamber to bring one or more of said conduits into, or cut them oil from operative communication therewith.

4. A carbureter having suitable inlet and outlet openings, an atomizing-chamberba tween said openings, a movable member. constituting one wall of the atomizing-chamber, and meansto move said member to contract or expand the atomizing-chamber, whereby its movement in one direction will close the passage between the outlet and inlet opening, a plurality of conduits in communication with the atomizing-chamber and extending from the outlet-opening, the movement of said member to contract said ,chamber serving to coincidently close one' or more of said conduits, and vice versa.

5. A carbureter having a, passage extendmg tl'icrethrough from an 1nletopenmg on one side to an outlet-opening on the other,

cylindrical members in saidcarbureter mov- ,latter and extending from said outlet-open ing, said cylindrical members serving as cutoff valves for said conduits.

6. A carbureter consisting of a cylindrical shell having an inlet-opening on one side and an outlet-opening on the other side, the latter comprising a plurality of parallel slots extending transversely of the axis of the shell;

cylindrical members within the shell movable one toward the other, the spaces between the contiguous ends of said members constituting an atomizing-chamber, and said members constituting valves for the passage through the carbureter;- a conduit for liquid fuel to enter the atomizing-chamber, said conduit being located in the plane of'the meeting-line of said movable chambers.

7. A carbureter of the character described provided with suitable inlet and outlet openings, an. atomizin'g-chs'nnber located between said openin s there-being a plurality of separate conduits extending from the. outletopening, and means to bring one or more of said conduits into, or cut them off from,

communication with said atomizing-chamber.

8. A carbureter consisting of a cylindrical shell having an inlet-opening on one side and an outlet-opening on the other side, the latter comprising a plurality of parallel slots extending transversely of the axis of the shell; cylindrical members within the shell movable o'ne toward the other, the spaces between the contiguous ends of said members constituting an atomizing-chamber, suitable means to actuate said members to move them simultaneously in opposite directions, the plane of themeeting-line thereof falling between two of said outlet-slots; a conduit for liquid fuel to enter said atomizing-charnher in the plane of said meeting lines, portions of said members being cut away to permit the location of said. conduit within the area of the end of said members.

9. A carbureter consisting of a cylindrical shell having an inlet-opening on one side and an outlet-opening on the other side thereof, a bushing fixed in said shell having an elongated slot through the wall thereof under the inlet-opening, and a plurality of parallel transversely-located slots through the wall of the bushing opposite the outlet-opening; cy-

lindrical members located in said bushing movable one toward the other, the space between the contiguous ends thereof constitut ing the atomizing-chamber of the carbureter;

means to move said members toward and from each other to enlarge-or contract said atomizing-chamber, and to simultaneously increaseor diminish the areas of the inlet and outlet slots through said bushing.

10. A carburetor having an atomizingchamber therein, suitab1e inlet and outlet openings communicating with the atoinizing- Chamber, said outlet-opening comprising a plurality of separate apertures; a separate I 5 outwardly-extending conduit connected with V h of said'apertures, sliding members within the carburetor whose contiguous ends .constitute two walls of the atomizin -chamber, said members also constituting valves for the 2d inlet and outlet 0 x nings.

JAM S FRANK DURYEA. WILLIAM M. REMINGTON. Witnesses: WM. H. CHAPIN, K; I. CLEMONSv 

